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R. s.v WILES. RAILWAY SIGNAL.

No. 515,807. Patented Mar. 6, 1894..

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N0. 515,807 Patented Mar. 6, 1894.

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(N0 Modl.) I 3 Sheets-Sheet 3. R. s. WILBS.

RAILWAY SIGNAL. No. 515,807. Patented Mar. 6, 1-894.

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' UNITED STATES PATENT QEEICE,

RICHARD STEPHEN VVILES, OF READING, ENGLAND.

RAlLWAY-SlGNAL.

SPECIFICATION forming part of Letters Patent No. 515,807, dated March 6,1894. Application filed December 17, 1892; Serial No, &55,453- (Nomodel.)

Railway Signaling, of which the following is a specification.

This invention relates to improvements in railway signaling, in whichthe signals are operated from the signal box, and transmitted direct tothe locomotive or guards van, the arrangement being especially adaptedfor fog signaling.

In carrying out my invention, I employ a rail or bar at the side of theline and parallel to it, against which a lever on the engine or guardsvan, carrying a friction roller at its end, abuts when the train passes,when the rail is in its ordinary position, mechanism being attachedwhich will give a signal, and put on the brake, the rail being withdrawnwhen the signal is not required. The rail is mounted on anumber of arms,in such a mannor that it is always moved parallel to itself, andarranged so that its face is vertical, the device on the engineprojecting horizontally to meet it. A weight is provided, which alwaysbrings the rail to the signaling position when released, the signal manpulling the lever to withdraw it. rod from the signal box is attached toa lever on the rail or to the end of the rail. The rail is preferablyoperated at the same time as the ordinary signals, the wire or rod beingalso attached to the lever on the signal post, but it may be employed intheir place if desired.

The apparatus 011 the engine or van consists of a smalllever,-projecting horizontally from the side and furnished with afriction roller, and a spring, which always brings it back to a positionat right angles to the side of the engine or van, when released, thearrangement being such that the lever may be moved in either direction.This lever need not proj ectbeyond the step on the engine. An arm fixedto this lever is connected by a link The wire, chain or any other part.

to a bell crank lever at the center of the engine, which is againconnected to another bell crank lever at right angles to it. This secondlever actuates a sliding rod, which, when moved, turns the brake handle,putting on the brake, puts on the whistle and if desired, also operatesa lamp signal or colored disk, showing a colored light by night and diskby day, diiferin g in color according to the position the signal is in.The link connecting the arm of the striking lever with the bell cranklever at the center, is slotted at its outer end, the arm having a pintaking into the slot; so that should the lever be moved in the wrongdirection, as may happen if the train is shunted on to a wr0ngline,itwill be allowed to move freely without interfering with the other partsof the device. The sliding rod operating the brake and signals isfurnished with a small wheel or projection bearing against the brakearm, so that the arm can be put on independently of the rod whendesired, but cannot be moved to take off the brake, while the rod is inits operative position, that is, while the striking lever is held by therail at the side of the line. nished on this rod, which moves thewhistle arm, the arrangement being such that the whistle can be shut offby the driver whenever he desires it, after it has been put on by thesignaling device, without interfering with A striking arm is furnishedat each side of the engine, both connected to the bell crank lever butat opposite sides of the center, so that should the engine be travelingeither end forward, the signals will be operated and the brake put on. g

The arrangement of the signals on the line is as follows :-At thedistance signal is placed a short rail, constructed as before described,and actuated from the signal post levers. If this is atdanger,it willput on the brake and operate the signals on the engine, releasing themimmediately the engine or car has passed, allowing the driver to turnthem off when he desires. A warning is thus given to the driver, who, asis the custom when the distance signal is at danger, proceeds to slaokenspeed until he reaches the home signal. Should A hinged arm is fur--this also be at danger when he arrives the signals and brake areoperated again and the rail in this case being of greater length thetrain is automatically brought to a stand still before it passes the endof the rail. As the driver or guard cannot take off the brake and allowthe train to pass on, while the strik' ing lever is held by the rail,there is no chance of him making a mistake in starting too soon, as hewill be prevented from doing so until the signal is clear. The startingsignal may be given by withdrawing the rail, allowing the striking leverto return to its normal position and enabling the driver to take off thebrake.

As above described, the device does not opcrate the lever or handle usedfor admitting steam to and shutting it ofi from the cylinder, that beingleft to the judgment of the driver, but it is obvious that it can bealso employedforthis purpose,ifdesired. Should the train have passed thedistance signal before it has been put at danger, and it is desired tostop the train by the home signal, in the event of the train running atfull speed up to the signal, it may not be stopped in the length of therail, and in case of fog the signal to start must then be given by someseparate arrangement, such as the means ordinarily employed.

1 In order that the invention may be more clearly understood, referenceis had to the accompanying drawings, in Which- Figures 1 and 2 arerespectively a side elevation and a plan, showing the generalarrangement of the signals. Figs. 3. and 4 are plans of one of thesignaling rails, with diagrammatic views of engine, showing the rail inon and off position. Fig. 5 is a side eleva tion; Fig. 6 a plan, andFigs. 7 and 8 are front elevations of the mechanism on the engine; Figs.5, 6, and 7, showing it in its normal position, and Fig. 8 in operativeposition.

Referring to Figs. 1 to 4, A is the rail operating the device on theengine or car, and placed at the side of the line, with its face to wardthe line. This rail is carried bya number of arms B of equal length,pivoted to the support B, and arranged so that the rail will always moveparallel to itself. A weight cr is attached to the rail which alwaysbrings it to signaling position when released, so that should anyaccident occur to the arrangement, such as breaking of the connectingwire, the signal will always stand at danger. The wire or chain 0 withcoupling 0' for tightening purposes, passes from the signal box and isalso connected to the lever on the signal post D, so that both signalsare operated at the same time. The wire may be attached to the lever cto operate the rail or may pass over the pulley c and be connected tothe. end of the rail. Stops E are furnished which prevent the railmoving beyond its extended position, thus preventing any chance of itsbeing pushed aside by the striking lever on the passage of the train.

Figs. 1 and 2 show the double arrangement of the signaling rails, one atthe distance signal and the other, preferably of greater length, at thehome signal, for the purposes before described.

Referring to Figs. 5, 6, 7 and 8, F is the engine,carrying at its lowerpart,under the floor of the drivers box at each side, the striking leverG with roller g. The spindle G carrying the lever, is furnished with anarm G and a spring g, which brings the lever back to its middle positionwhenever released, allowing it to be moved in either direction. The armG is connected to the. link H by means of a pin working in the slot h,thus allowing the lever G to be moved in the wrong direction withoutpulling the link. The links H, one for each side, are connected toopposite arms of the bell crank lever J, which is connected to a secondbell crank lever K, at right angles to it by the rod L. This secondlever actuates, through the link 70, the sliding rod M, moving in guidesm on the face of the engine, and furnished with the small roller m. Acoupling is furnished, by means of which the link 70 can be adjusted inlength, and a spring m which brings the rod M and connecting levers backto normal position, when the striking lever is released. The arm N, bymeans of which the brake is operated, rests upon the roller m, and ismoved up by it when the rod is operated thus allowing the brake to beput on without interfering with the rod. To turn the whistle arm 0, ahinged arm P, is provided on the rod M, bearing against the whistle arm.The whistle can thus be taken off immediately, by turning the arm aside,while the brake is held on all the time that the rod M is in theposition shown in Fig. 8. The lamp signal Q, is also operated by the rodM, two different colored glasses being employed as in ordinary lampsignals, moved in frontof the lamp, oneshowing when the signal is clearas in Fig. 7, and the other, preferably red, when at danger, as in Fig.8.

What I claim as my invention, and desire to secure by Letters Patent,is-

1. In combination with a projection on the railway track, a pivoted armG on the cab or engine under spring tension, a bell crank lever withconnections between said lever and arm G, a second bell crank at rightangles to the first and a connection between the two,a sliding rodactuated by the second bell crank and connections from said rod to thebraking and signaling devices, substantially as described.

2. In combination with projections on each side of a railway, an arm Gon each side of the cab or engine projecting laterally therefrom, acentral bell crank J, with levers H, extending therefrom to the arms Gand connections from said bell crank to the braking In witness whereof Ihave set my hand, at and signaling devices, substantially as de- London,this 23d day of November, 1892, in re scribed. presence of twowitnesses.

3. In combination, the arm G the vertiealiy 5 movable slide k withconnections to the arm RICHARD STEPHEN WILES' G, a. brake lever on thecab and a projection In presence ofon the slide is adapted to operatethe brake ALBERT EDWARD ELLEN, lever, substantially as described. JAMESMILLER.

